Deliverable D1.2.4, type O

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TRANSPHORM Transport related Air Pollution and Health impacts Integrated Methodologies for Assessing Particulate Matter Collaborative Project, Large-scale

1 TRANSPHORM Transport related Air Pollution and Health impacts Integrated Methodologies for Assessing Particulate Matter Collaborative Project, Large-scale Integrating Project SEVENTH FRAMEWORK PROGRAMME ENV Transport related air pollution and health impacts Deliverable D1.2.4, type O Emission factors for aircraft taxing and LTO cycle Due date of deliverable: project month 24 Actual submission date: project month 25 Start date of project: 1 January 2010 Duration: 48 months Organisation name of lead contractor for this deliverable: DLR Scientist responsible for this deliverable: Andreas Petzold Revision: [0]

2 D1.2.4 TRANSPHORM Deliverable 2 of 5

3 Deliverable TRANSPHORM D1.2.4 Emission factors for aircraft taxing and LTO cycle Andreas Petzold DLR, Institut für Physik der Atmosphäre, Oberpfaffenhofen, Germany now at Forschungszentrum Jülich GmbH, Institut für Energie- und Klimaforschung, IEK8: Troposphäre, Jülich, Germany; Introduction The determination of particle emissions from aviation in the vicinity of airports was targeted in recent field studies by extensive measurement campaigns (Wey et al., 2007; Herndon et al., 2008; Mazaheri et al., 2009; Yu et al., 2010). Field study data, however, are difficult to use for building emission inventories. Therefore we decided to follow the approach originally developed by Wayson et al. (2009) and accepted in the currently valid IACO Airport Air Quality Manual (ICAO, 2011). The FOA approach uses the IACO Engine Emissions Data Bank which is accessible at the EASA website for download (visit EUROSTAT data on aircraft activity at European airport (access was arranged by TNO) were used for the determination of arrivals and departures from Amsterdam Airport. Real time-in-mode data for Amsterdam Airport were received from NLR. Based on times-in-mode (TIM) and airport activity data, the First Order Approximation (FOA) Version 3 (CAEP, 2008) was used to calculate emission factors for all species and compounds listed in the IACO Engine Emissions Data Bank. The emission factors for the airport machinery were calculated in accordance with the aircraft emissions following an approach developed by Cambridge University and MIT (Stettler et al., 2011). This approached is based on a min/max estimation of ground vehicle emission factors from Zurich airport. Recommended emission factors Recommended emission factors for specific aircraft types and times in mode are listed in the document Emissions_Aviation_AMS_R1. Table 1 summarizes the flight statistics for the airport Amsterdam-Schiphol (ICAO code EHAM) calculated with different approaches. EUROSTAT EHAM no. of flights per day and month had to be calculated from EUROSTAT data based on the listed number of passengers per aircraft type. This number of passengers per aircraft type was converted into a number of arriving and departing aircraft by using the average number of seats per aircraft type as listed in databases on aircraft in the web. Detailed movement data for Amsterdam Schiphol were obtained from TNO. As can be depicted from Table 1, the approximation of aircraft from passenger seat statistics agrees very well with detailed data for one specific airport. Hence, we conclude that your approach can be successfully applied to other airports as well. Table 2a summarizes the obtained emission factors for listed species when using the EUROSTAT aviation activity data. Analyses were performed for true times-in-mode data for EHAM and for time.in-mode data given in the ICAO LTO cycle (ICAO, 2011). Differences between true time-inmode data and LTO data are small, so that LTO data can be used for airports if detailed information on times-in-mode data is not available. Related uncertainties can be estimated from Table 2a. 3 of 5

4 D1.2.4 TRANSPHORM Deliverable Table 1: Statistics used for Emission Factors Statistics 2005 Month January July EUROSTAT EHAM no. of flights/day EUROSTAT EHAM no. of flights/month Total EHAM (TNO data) flights/month TNO-EUROSTAT, % 0.74% -2.21% Table 2a: Emissions of respective species calculated from the sum over all departing and arriving aircraft for months January and July; calculations were performed for detailed EHAM times-inmode (TIM column) and for LTO times-in-mode (LTO column) Emitted species Emissions Aviation, kg/month TIM-LTO TIM_January TIM_July LTO_January LTO_July % NOx (as NO2) % CO % HC % EC % OC % SO % PM10 (= EC+OC+SO4) N_soot, # 7.24E E E E % Table 2b: Emissions of respective species from Ground Service Equipment for nominal emission factors (NOM) and maximum emission factors (MAX) for months January and July. Emissitted species Emissions GSE, kg/month NOM_January NOM_July MAX_January MAX_July NOx (as NO2) CO HC EC OC SO4 PM10 (= EC+OC+SO4) Table 2c: Ratio of emissions from GSE vs. emissions from aviation, nominal (NOM) and maximum (MAX) emission factors for months January and July; PM10 from aviation is calculated as EC+OC+SO4. Emissitted species GSE/Aviation NOM_January NOM_July MAX_January MAX_July NOx (as NO2) 3.9% 4.1% 27.2% 28.3% CO 1.9% 1.9% 8.5% 8.9% HC 4.1% 4.3% 32.7% 34.2% EC OC SO4 PM10 (= EC+OC+SO4) 32.4% 32.3% 279% 278% 4 of 5

5 Deliverable TRANSPHORM D1.2.4 Table 2b lists the emission factors of ground support equipment following the approach by Stettler et al., (2011), whereas Table 2c lists the difference in emissions from aviation and from ground support equipment for selected species. It appears that particle emissions from aviation exceed PM emissions from ground support equipment only for the assumption of maximum emissions from airside vehicles. The calculation of emission factors uses the EXCEL File Emissions_Aviation_AMS_R1. Please refer to the instructions given in this document and to the detailed emission factors listed there. References CAEP: FOA Guidance Manual for Use By MODTF, CAEP Working Paper, CAEP8-WG3-WP09, Herndon, S. C., Jayne, J. T., Lobo, P., Onasch, T. B., Fleming, G., Hagen, D. E., Whitefield, P. D., and Miake-Lye, R. C.: Commercial aircraft engine emissions characterization of in-use aircraft at Hartsfield-Jackson Atlanta International Airport, Environ. Sci. Technol., 42, , ICAO: Airport Air Quality Manual, International Civil Aviation Organization, Montréal, Quebec, Canada, 200 pp., Mazaheri, M., Johnson, G. R., and Morawska, L.: Particle and gaseous emissions from commercial aircraft at each stage of the landing and takeoff cycle, Environ. Sci. Technol., 43, , doi: DOI: /es , Stettler, M. E. J., Eastham, S., and Barrett, S. R. H.: Air quality and public health impacts of UK airports. Part I: Emissions, Atmospheric Environment, 45, , Wayson, R. L., Fleming, G. G., and Iovinelli, R.: Methodology to estimate particulate matter emissions from certified commercial aircraft engines, J. Air & Waste Manage. Assoc., 59, , doi: DOI: / , Wey, C. C., Anderson, B. E., Wey, C., Miake-Lye, R. C., Whitefield, P., and Howard, R.: Overview on the Aircraft Particle Emissions Experiment, J. Propul. & Power, 23, , doi: DOI: / , Yu, Z., Liscinsky, D. S., Winstead, E. L., True, B. S., Timko, M. T., Bhargava, A., Herndon, S. C., Miake-Lye, R. C., and Anderson, B. E.: Characterization of lubrication oil emissions from aircraft engines, Environmental Science & Technology, 44, , doi: /es102145z, of 5

Aviation Policy and Strategy International Engine nvpm Standard Update

Federal Office of Civil Aviation FOCA Aviation Policy and Strategy International Engine nvpm Standard Update ForumAE, Amsterdam, 15th April 2016, Theo Rindlisbacher Outline CAEP Structure CAEP/10 nvpm